OnAir has so far tested their calling/texting-only service on two aircraft--one operated by Air France, one by TAP Portugal--even though RyanAir announced plans that its planes would started being unwired with the service by late 2007. Still no word on that fleet progress.

Qantas will apparently launch cached Web browsing and limited Web email (probably through a proxy) along with instant messaging, with full Internet service coming "later in 2009." This is clearly due to a lack of satellite coverage that was just remediated a few weeks ago (see below). The first plane with limited service, a new A380, should be in flight 20-October-2008.

The Morning Herald seems to overstate the importance and scope of a complaint filed by the union representing American Airlines' flight attendants. The detailed coverage in the U.S. had more to do with the potential for issues, and likely attendants lack of interest in policing yet another media on the plane. Filtering doesn't work, the attendants probably already know, and this may just be a negotiating point with the airline.

On why Qantas is waiting until late 2009? This requires unwinding how OnAir gets its signal.

Aeromobile and OnAir both rely on Inmarsat satellites for their service. Both companies had several years ago staked their futures on the fourth-generation network Inmarsat was to inaugurate with three satellites that would use beamforming to allow precise delivery of nearly 500 Kbps per receiver, with hundreds or thousands of regions being able to be targeted from a single satellite. Inmarsat's third-gen network--don't confuse this with 3G cellular ground-based networks--can deliver about 64 Kbps per channel.

Now, unfortunately, Inmarsat was three years late on launching its trans-Pacific bird. While the company claims 85 percent coverage of the earth and 98 percent coverage of population, there's a big gap over the Pacific that also prevents them from having good overlap between the U.S. and Japan/China/Korea, as well as the southern Pacific, covering Australia. Since the biggest market for long-haul flights would likely be Australia, Japan, and China, traveling trans-Pacific or trans-hemispheric routes, that gap is rather large.

Aeromobile opted to build out a service, deployed only by Emirates airline as far as I can tell, that uses the 3G service since it was available, and most necessary equipment is already installed on most over-water planes. OnAir was waiting for 4G, which has necessitated a long wait, but allowed them to launch in Europe with a seemingly next-generation service. Given that OnAir is controlled by an airline-owned integration firm, SITA, and by Airbus, they're not going anywhere.

Inmarsat finally lofted its third satellite on Baikonur Cosmodrome in Kazakhstan on 19-August-2008, and the launch and separation was reported as successful. Previously, the company has needed up to a year to verify and deploy its 4G satellites. (You can read extremely close coverage of the launch at a Web site devoted to space enthusiasm.)

However, the dirty little secret about Inmarsat's BGAN is that it costs a fortune to heft bandwidth across it. Thus, in-flight broadband over BGAN, if it's ever available, is going to be changed on an extremely high per-MB rate. None of the providers want to say this. This is in contrast to Row 44 (and, once, Connexion by Boeing), which relies on leased Ku-band transponders where they can fix costs and they require high volumes to keep per-bit costs efffectively low.

OnAir's launch of calling on Air France's service involves paying a few euros per minute for calls, which might help you understand what data costs could ultimately run.

He's not very positive about it, because his research shows a mismatch between claims and work. He writes that an unnamed American airline executive is frustrated by the delay in launching the 3-to-6 month pilot on their trans-continental fleet; that Aircell hasn't submitted paperwork for Virgin's Airbus models for certification; and that the FAA just received a request to certify Delta's MD-80 craft, which makes a launch with 75 planes this year on that airline less likely.

Competitor Row 44 doesn't fare better in his analysis, as they promised spring and summer 2008 tests that still haven't happened, with Southwest and Alaska Airlines.

I'm a little more positive about the future of in-flight broadband. There's no particular conspiracy. It's hard to make it work. Development and testing is tricky due to FAA limits, and getting in-flight handoffs to work for seamless service at 35,000 feet is far more difficult than, say, cellular handoffs in a moving car at 100 feet above sea level. My suspicion is that tuning the service to be entirely reliable at launch is what's taking so long.

Brancatelli blames the high price of Connexion on its failure, but I don't think the $27 fee for long-haul flights deterred users. Lufthansa, which deployed all its long-haul fleet, apparently had very good usage. Most other airlines had few craft equipped, which didn't allow business travelers, able to expense several hours of work for a $27 fee, the reliability of having on-board Internet when they needed it. Connexion also had many reports of spotty service in certain areas.

Connexion's failure came from deploying technology that was old when it was deployed, which weighed too much, and which was too expensive to install. Connexion's revenue and expenses were forecast based on having several hundred aircraft with Connexion service--recall that it was supposed to be a domestic U.S. service, too. In the end they had about 100, I believe.

Brancatelli is also modest when he says Boeing "lost" $300m. That's part of what they wrote down. My sources say they spent more than a billion in R&D, transponder leases, ground station operation, airline incentives, and payoffs at the end.

does this surprise anyone:

A grisly slaying on a Greyhound bus has prompted calls for tighter security on Canadian bus lines, despite the company and Canada's transport agency calling the stabbing death a tragic but isolated incident.

Greyhound spokeswoman Abby Wambaugh said bus travel is the safest mode of transportation, even though bus stations do not have metal detectors and other security measures used at airports.

Despite editorials telling people not to overreact, it's easy to:

"Hearing about this incident really worries me," said Donna Ryder, 56, who was waiting Thursday at the bus depot in Toronto.

"I’m in a wheelchair and what would I be able to do to defend myself? Probably nothing. So that’s really scary."

Ryder, who was heading to Kitchener, Ont., said buses are essentially the only way she can get around the province, as her wheelchair won’t fit on Via Rail trains. As it is her main option for travel, a lack of security is troubling, she said.

"I guess we’re going to have to go the airline way, maybe have a search and baggage check, X-ray maybe," she said.

"Really, I don’t know what you can do about security anymore."

Of course, airplane security won't work on busses.

But -- more to the point -- this essay I wrote on overreacting to rare risks applies here:

People tend to base risk analysis more on personal story than on data, despite the old joke that "the plural of anecdote is not data." If a friend gets mugged in a foreign country, that story is more likely to affect how safe you feel traveling to that country than abstract crime statistics.

We give storytellers we have a relationship with more credibility than strangers, and stories that are close to us more weight than stories from foreign lands. In other words, proximity of relationship affects our risk assessment. And who is everyone's major storyteller these days? Television.

Which is why Canadians are talking about increasing security on long-haul busses, and not Americans.

Bruce Sterling (11/20/2001):

You know what I want? I don't want a National ID Card. I want a Global Coalition Visa.

Like it or not, we've got a huge global diaspora now. It is a fact of life. Nations with stupid and corrupt politics have seen their clever people brain- drained away, to places where the cops don't shake you down twice a day. And jet-setters go everywhere. And properly so. If you're in a true global society, then you spend a lot of your time among aliens. Quite often you are the alien. You might notice that even Al Qaeda is a genuinely multinational group. They gravitated to wicked, lawless places like Sudan, Chechnya and Afghanistan, where the locals shoot you if you ask for a badge.

But what about all us bright, shiny, world-trading jet setters, huh? There are thirty percent fewer Yankees in Europe this Christmas, and that is bad. Let me pose the problem this way. If I am going into a Japanese restaurant in Japan, I would rather like to be able to haul out some gizmo and flash it at my fellow civilians, and have these kindly people understand with a high degree of likelihood that I am not a mass murderer. On the contrary, I am quite civilized, and I should be brought a beer immediately.

A platinum VISA card and a five-hundred-dollar suit will almost do that, but those are too easy to forge and steal, plus they are not very democratic. The UN should get together on this. We should have a high level summit about digital hardware support for the crippled tourist economy. Fear and ill treatment shut down tourism faster than anything short of open warfare. That is bad for all of us. Killing off tourism harms our civilization and impoverishes our cultures. People in civilized states shouldn't routinely treat one another as criminal suspects. I don't want to get done-over for three hours every time I get off a plane in London. When I go to London, I go with empty suitcases. I don't plan to stay, but I am better news for the London economy than a lot of the people who live there.

They should know all that that before I get off the plane. My arrival is excellent news for Britain, so I should be treated that way. If this is a new kind of war, I don't want to be the evil guy hunkered down in the bunker; I want to fly with the boys from Air Assault. I want one of those handy crypto-style Friend-or-Foe IDs.

These people who normally meet me whenever I am an alien, they don't need to know my nationality, my home address or my shoe size. They just need to know that, despite being alien, I'm sort-of okay.

I want a democratic, citizen-to-citizen device that will bridge those social barriers and language barriers. I think we could invent devices and means of verification that would strengthen the global social fabric that terrorism wants to rip. It wouldn't be easy or simple, but it's not beyond our ingenuity. Our social capital sustains all civilized societies, and it is all about trust. So let's invent new methods of trust.

I added bold to the last sentence because I think this is the mission statement for building out federation systems.

Ostensibly this purchase allows JetBlue a faster and simpler path into operations. Whether it's worth it to JetBlue is hard to tell, except that they will likely be marketing this service to other airlines as a differentiator. It will be lower bandwidth than AirCell, but could be likewise cheaper and used for shorter-haul flights.

Verizon notes some of the technical details of their service's business status on a FAQ for their corporate customers, which has an oddly large amount of business detail. Verizon was obligated within two years of the end of the auction for the spectrum they occupied with their very inefficient narrowband analog service to cease operations on those frequencies. That date is about now (the certification of the auction results was close to two years ago), and Verizon clearly worked out the details to allow current customers to maintain continuity through the spectrum vacation and into JetBlue's hands on January 1.

As I noted a few days ago, a few sources had already tipped me that JetBlue's test aircraft with Wi-Fi onboard and email was using the ancient Airfone network, which is capable of slow dial-up modem speeds, rather than using the 1 MHz which could conceivably carry over 500 Kbps of data in each direction per plane.

Virgin Blue's V Australia airline will offer mobile calling, texting with factory-installed system: Boeing will install the Panasonic/Aeromobile system offered under the Panasonic brand eXPhone. All 777-300ERs in the long-haul fleet will feature the option, although some regulatory issues still need to be settled. V Australia service will launch in December between Sydney and Los Angeles.

Jazeera Airways adds OnAir mobile calling, texting: The Kuwait/Dubai airline will upgrade its six Airbus A320 planes; 34 more A320s are on order, which will have the gear installed during manufacture. Service will launch later this year. This article notes a detail I've seen elsewhere: up to 12 voice calls can be carried at the same time. That's using the older Inmarsat system that was supposed to be superceded a couple of years ago by one with eight times the bandwidth. That's now slated for 2009.

According to current and former intelligence officials, the spy agency now monitors huge volumes of records of domestic emails and Internet searches as well as bank transfers, credit-card transactions, travel and telephone records. The NSA receives this so-called "transactional" data from other agencies or private companies, and its sophisticated software programs analyze the various transactions for suspicious patterns. Then they spit out leads to be explored by counterterrorism programs across the U.S. government, such as the NSA's own Terrorist Surveillance Program, formed to intercept phone calls and emails between the U.S. and overseas without a judge's approval when a link to al Qaeda is suspected.

[...]

Two former officials familiar with the data-sifting efforts said they work by starting with some sort of lead, like a phone number or Internet address. In partnership with the FBI, the systems then can track all domestic and foreign transactions of people associated with that item -- and then the people who associated with them, and so on, casting a gradually wider net. An intelligence official described more of a rapid-response effect: If a person suspected of terrorist connections is believed to be in a U.S. city -- for instance, Detroit, a community with a high concentration of Muslim Americans -- the government's spy systems may be directed to collect and analyze all electronic communications into and out of the city.

The haul can include records of phone calls, email headers and destinations, data on financial transactions and records of Internet browsing. The system also would collect information about other people, including those in the U.S., who communicated with people in Detroit.

The information doesn't generally include the contents of conversations or emails. But it can give such transactional information as a cellphone's location, whom a person is calling, and what Web sites he or she is visiting. For an email, the data haul can include the identities of the sender and recipient and the subject line, but not the content of the message.

Intelligence agencies have used administrative subpoenas issued by the FBI -- which don't need a judge's signature -- to collect and analyze such data, current and former intelligence officials said. If that data provided "reasonable suspicion" that a person, whether foreign or from the U.S., was linked to al Qaeda, intelligence officers could eavesdrop under the NSA's Terrorist Surveillance Program.

[...]

The NSA uses its own high-powered version of social-network analysis to search for possible new patterns and links to terrorism. The Pentagon's experimental Total Information Awareness program, later renamed Terrorism Information Awareness, was an early research effort on the same concept, designed to bring together and analyze as much and as many varied kinds of data as possible. Congress eliminated funding for the program in 2003 before it began operating. But it permitted some of the research to continue and TIA technology to be used for foreign surveillance.

Some of it was shifted to the NSA -- which also is funded by the Pentagon -- and put in the so-called black budget, where it would receive less scrutiny and bolster other data-sifting efforts, current and former intelligence officials said. "When it got taken apart, it didn't get thrown away," says a former top government official familiar with the TIA program.

Two current officials also said the NSA's current combination of programs now largely mirrors the former TIA project. But the NSA offers less privacy protection. TIA developers researched ways to limit the use of the system for broad searches of individuals' data, such as requiring intelligence officers to get leads from other sources first. The NSA effort lacks those controls, as well as controls that it developed in the 1990s for an earlier data-sweeping attempt.

Barry Steinhardt of the ACLU comments:

I mean, when we warn about a "surveillance society," this is what we're talking about. This is it, this is the ballgame. Mass data from a wide variety of sources -- including the private sector -- is being collected and scanned by a secretive military spy agency. This represents nothing less than a major change in American life -- and unless stopped the consequences of this system for everybody will grow in magnitude along with the rivers of data that are collected about each of us -- and that's more and more every day.

More commentary.